Electropneumatic controlling system.



' No. 682,828. Patented Sept. 17, l90l.

E. R. HILL.

ELEOTROPNEUIATIG CONTROLLING SYSTEM.

(Application filed Jun. 13, 1900.) (lo 1mm.) 6 Sheets-Shot W/T/VESSESif; 464; I0

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No. 682,828. Patented Sept. 17, I90l. E. R. HILL.

ELECTBOPNEUIATIC CONTROLLING SYSTEM.

. (Applicstion fllod Jun. 18. 1900) (lo Iodel.) 6 Sheets-Shoot 2.

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Patent ed Sept. I7, I90l.

E. n. HILL.

ELECTROPNEUIATIC CONTROLLING SYSTEM.

(Apglicltion filed Jan. 13. 1900.1

6 Sheets-Sheet 3.

(No Model.)

' ATTO/PA/Z) No. 682,828. Patantad Sept. I7, 19m.

E. R. HILL. k ELECTR OPNEUIATIC CONTROLLING SYSTEM.

(Applicltion filed Jun. 18. 1900.) (No Model.) 6 ShaetQ-Shui 4.

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No. 682,828. mama Sept. I7, 190'. E. a. mu.

ELECTBOPNEUIATIC CONTROLLING SYSTEI.

(Application 101! In. 18, 1900.)

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Patented Sept. 17, l90l. E. B. HILL.

ELECTROPNEUIATIC CONTROLLING SYSTEM.

A limion and 3m. 1a; 1900. (Io Model.)

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, #nm In fir W/T/VESSES/ //vv/v T01? wosw v, M f /4w By I UNITED STATESERNEST R. I-IILL, OF WILKI PATENT OFFICE.

NSBURG, PENNSYLVANIA.

ELECTROPN EU MATIC CONTROLLING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 682,828, datedSeptember 17, 1901.

Application filed January 13, 1900. Serial No. 1,374- (No model.) I

To all whom it may concern:

' Be it known that I, ERNEST R. HILL, a citizen of the United States,residing at Wilkinsburg, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inElectropneumatic Controlling Systems, of which the following is aspecification.

My invention relates to systems of control for electrically-propelledvehicles, and it has special reference to such systems as embody meanslocated at any selected point on a train of cars whereby a plurality ofcontrollers on one car or a plurality of cars may be operated insynchronism to start, stop, and vary the speed of the propelling-motors.

Specifically,myinvention relates to the electropneumatic controllingsystem covered by Patent No. 624,27 7, granted to George WestinghouseMay 2, 1899; and it has for its objeots, first, to provide a means forinsuring automatic acceleration of a car or train of cars at somepredetermined rate; second, a means for so limiting the current suppliedto the motor or motors that it may never exceed a definite predeterminedamount; third, a new arrangement of means for operating the valves whichare employed for controlling the admission of air to thereleasing-cylinder of the controller and to the releasing-cylinder ofthe circuit-breaker whereby the pistons operating in such cylinders areactuated positively when the circuits of the magnets for theiroperating-valves are open or when the battery fails to work and wherebythe air-pressure is maintained in the releasing-cylinders of the circuitbreaker or controller, thus making it impossible for either thecircuit-breaker or the controller to be moved positively during the timethat the magnet-circuits are open or the battery isinoperative; fourth,a means operated either pneumatically or electropneumatically forcutting oil? the air-pressure from the operating-cylinder of thecontroller and for venting such operating-cylinder into the atmospherewhenever the releasing-cylinder of the controller is in communicationwith the source of compressed air; fifth, the construction and arrangelnent of controlling-switches whereby all the operations whichproperly pertain to controlling the train are made by a single handle,which is returned to the oif or safety position automatically wheneverit is released by the motorman. I

With these ends in view I have devised the apparatus shown in theaccompanying drawings, in which- Figure 1 is a front elevation of one ofthe controlling-switches. Fig. 2 is a plan view of the same. Fig. 3 is adetail sectional view of the operating-handle for the controllingswitch.Fig. 4 is a horizontal sectional view on line IV IV of Fig. 1. Fig. 5 isa longitudinal section through the controlling-switch on a plane atright angles to that of Fig. 4.. Fig. 6 is a longitudinal sectional viewsimilar to that of Fig. 5, but in a diderent plane. Fig. 7 is a diagramof controlling apparatus for two cars, each of which is provided with acontrolling-switch at each end and with suitable motors and controllingand regulating apparatus therefor. Fig. 8 is a diagram of the electricalcircuits and connections for two controlling-switches and onecontroller. Fig. 9 is a view, partially in elevation and partially insection, of a valve and its operatingmagnet for limiting the amount ofcurrent flowing through the motors. Fig. 10 is an end elevation, on areduced scale, of the heads of the operating and releasing cylinders ofa controller. Fig. 11 is an enlarged sectional view taken on line XI XIof Fig. 10. Fig. 12 is a sectional View of one form of safety-valve andswitch construction, the section being 85. taken on line XII XII of Fig.10. Fig. 13 is a sectional view of a modified form of device foreffecting the same result as that effected by the device shown in Fig.12. Fig. 14. is a diagram of a portion of the electrical and gopneumatic circuits of the system. Figs. 15,

16, and 17 are diagrammatic illustrations of modified forms of safetydevices for an tomatically releasing either the controller or thecircuit-breaker whenever the brakes are set. 5

In recent developments of electrical traction it has been foundadvantageous in certain cases to couple a number of cars together toform a train and to provide two or more of such cars with means forself-propulsion in lieu of propelling the entire train by means of alocomotive coupled to one end of the train. Where difierent cars of atrain,whether located adjacent to each other or separated by one or moreother cars, are provided with propellingmotors, it becomes a matter ofprime importance to control the speed of all the motors, no matter howwidely separated, from a single point and in such a manner that changesin circuit connections whereby changes in speed are eifected shall bemade synchronously throughout the entire system. A desirable means forcheating this result is set forth in the \Vestinghouse patenthereinbefore referred to, in which the controllers for the motors areoperated step by step in synchronism through the application ofairpressure to their operating mechanism and in which the application ofsuch air-pressure is controlled by means of electromagneticallyactuatedvalves,'the opening and closing of the circuits of the valve-magnetsbeing effected by means of a controlling-switch located at anyconvenient point and under the control of the motorman. So far as theutilization of air-pressure and electricity for operating thecontrollers is concerned the means employed by me may be substantiallythe same as that set forth in the Westinghouse patent above referred to.I have, however, devised a new form of controlling-switch andconnections whereby a step-by-step movement of the controllers will beeffected both synchronously and automatically. I have also providedcertain safety devices which will be hereinafter described and have somodified the apparatus as regards its opera= tive features that it isautomatic in its operation to a much greater degree than the system setforth in the said Westinghouse patent.

I will first describe the controlling switch illustrated in Figs. 1 to 6of the drawings, since the system is largelydependent upon this element,the details of construction of which, however, may be varied from whatis shown without departing from the invention as a whole.

The casing 1 of the switch is shown as having a semicylindrical upperportion 2, in the top of which is mounted a sight-plate 3, this beingconveniently located to enable the motorman to observe the position ofthe indicator-plate 4, the construction and operation of which will behereinafter described. Suitably mounted and supported in the bottom ofthe casing are two cylinders 5and 6, the former of which is providedwith a pistonhead 7, havinga stem 8, that projects through the top ofthe cylinder into the casing 1. Pivotally' mounted in the top of thestem Sis a pawl 9, having a laterally-extending arm 10, adapted toengage with the head of a bolt 11 or other projection when thepiston-head and stem are in the position indicated in Fig, 5. Thepiston-stein is also provided with a spring 12, the free end of whichbears upon the upper end of the pawl, and thus serves to throw such endforward when the piston and its stem are raised, so as to permit of suchmovement. The cylinder 5 is extended below the bottomof the casing andbelow the scribed. The stem 8 is surrounded within the cylinder 5 by acoiled spring 16, the lower end of which bears against the lower end ofthe piston 7 and the upper end of which engages with the upper end ofthe cylinder.

The stem 8 of the piston 7 is also provided with an elongated slot 17,into which projects a pin 18, this construction permitting the necessarylongitudinal movement of the stem and piston, but preventing anymovement of rotation of the said parts. The reverse arrangement of theseparts may obviously be employed, if desired. The stem 8 is also providedwith a non-conducting bar 19, having a conducting-pin 19, which ismovable, respective] y, into and out of engagement with two stationaryspring contact-terminals 20 as the piston is depressed by the spring 16and moved upward by air-pressure. The other cylinder 6 is of similarform and is mounted in substantially the same manner in the bot tom ofthe casing 1.' It also has an extension 6, provided with pipeconnections 21. The piston 22 in cylinder 6 has a materially longerstroke than the piston 7 in the other cylinder, and the cylinder 6 isprovided with an extension 23, which serves as a guide for the pistonstem 24. The upper portion of the stem 24 is provided with a rack 25 forengagement with a pinion 26, the latter being rigidly fastened to a disk27 by means of pins 28 or otherwise. The disk 27 is provided with aseries of ratchet-teeth 29, the number of which is equal to the numberof steps in the forward movement of the controllers. These teeth are solocated on the edge of the disk as to be engaged by the pawl 9 on thestem 8 when moved upward by air-pressure in the cylinder 5. To one faceof the disk 27 may be fastened a segmental indicator-plate 4, the outeredge of which conforms tothe semicylindrical inner surface of the topportion 2 of the casing l, and is provided with numerals or othercharacters (not shown) so placed that they will be successively moved infront of the sight-opening in the casing as the disk is rotated tooth bytooth, the degree of rotation of the controller-drums being thusindicated to the motorman at each stage in the opera tion. Thisindicating device is a convenient but not an essential adjunct.

The pinion 26 and toothed disk 27 are jour- -naled upon a sleeve 30,which is seated in a suitable boss 31, projecting inwardly from the rearwall of the casing. This sleeve 30 also constitutes the rear bearingfora shaft 32, on which is rigidly mounted thedrum 33 of thecontrolling-switch. ;,The front end of shaft 32 is squared and hasfitted to it a pinion 34, havingahub 34; which projects through thefront end of the casing and. has a bearing therein. The shaft 32projects beyond the casinga sufficient distance to receive the operating-handle 35.

In order to limit the movement of the toothed disk 27 to a degreecorresponding to the stroke of the pawl 99, I mount a cup-shaped pin 36in a recess 37 in the boss 31 and interpose between said pin and thebottom of the recess a coiled spring 38, so that sufficient frictionalengagement between the head of the pin and the adjacent face of the diskis insured.

The drum 33 is divided into three sections 33, 33 and 33 separated fromeach other and from the adjacent annular flange 39 and a washer 39 bysuitable insulating-rings 40. Each section of the drum is provided withradiallyprojecting arms 41, those in the same plane being connected bycontact-plates of such length and position as to cooperate withcorresponding fingers 42 and 43, located at the respective sides of thedrum. The fingers 42 and 43 are so connected in circuit and the lengthand position of the cooperating contact-plates are such as to providethe circuit connections and variations desired in order to effect areversal of the motor-circuits, and consequently a reversal in thedirection of the motion of the vehicles operated thereby when thecontrolling switch-handle is moved from one side of the ofi position tothe other. The fingers and contact-plates are also so arranged andconnected as to provide other circuit-changes, which will be hereinaftermore full described.

The outer surface of the front side of the switch-casing is providedwith a plate 44 in the form of a ring-segment concentrically arrangedwith reference to the shaft 32 and having at its ends stop-lugs 45 andat substantially its middle point a stop-lug 46.

Pivoted between lugs or cars 47 on the inner side of the operating armor handle 35 is a stop-lever 48, the outer end of whichis pivoted to oneend of a pin 49, that projects through the knob 50 on the end of thehandle 35, and is normally pressed outward by means of a coiled spring51, situated in a recess in the knob. (See Fig. 3.) The arm 35 isprovided with aslot 52 in such position that when the pin 49 is pressedinward the inner end of the stop-lever may move outward into the slot,and thus release the arm from the stoplug 46. The switch-drum and itsoperatinghandle are in the off position when the stoplever is inengagement with the lug 46. On each side of this stop-lug 46 there arethree operating positions, the positions on one side being for onedirection of movement of the car or train and those on the other sidefor the other direction of movement. The construction and relation ofthe drum-contacts and the cooperating fingers whereby the motors arereversed and other circuit changes effected will be more fullyhereinafter described.

In order to insure the return of the handle 32 and the drum 33 to the 0dposition automatically when released by the motor-man, I provide acylinder 53, which extends laterally between the side walls of thecasing 1. In this cylinder is located a rack-bar 54, which is soarranged as to mesh with the pinion 34, which is carried by the outersquared end of the shaft 32. In each end of the cylinder 53 is mounted acoiled spring 56, having a, longitudinally-movable casing 57 for itsinner end, the inner end of each casing being in engagement with one endof the rack-bar 54. It will be seen that one or the other of thesesprings will be compressed whenever the shaft 32 is rotated, dependingupon the direction of such rotation, and that when the shaft is releasedby the motorman the compressed spring will act upon the rack-bar, whichin turn will rotate the pinion 34, and consequently the drum, to the offposition.

The contact-fingers 42 and 43 are mounted upon a transverse plate 58, ofinsulating material, which is supported upon suitable lugs 59,projecting inwardly from the sides of the casing 1. The plate 58 is alsoprovided with two adjacent terminals 60 of an electric circuit, acircuit-closing plug 61, of push-button form, being mounted in the frontwall of the casing so as to engage these contact members 60 when pressedinward, this switch being provided for electropneumatically controllingthe supply of sand from the sand-box.

Mounted in the front side of the casing is a shaft 62, carrying acontact arm or blade 63, which is arranged to engage with two or more ofthe contact-pieces 64, 65, and 66, mounted in plate 58. W'hen thecontact-blade 63 is in engagement with all of the contact-pieces 64, 65,and 66, all of the motor-cars are operatively included in the system. Ifthe blade be moved so as to make engagement with contact-pieces 64 and65 only, one of the motorcars or one set of motor-cars is disengagedfrom the controlling system. On the other hand, if the contact-blade bemoved in the other direction, so as to engage with contactpieces 65 and66 only, another motor-car or set of motor-cars is disengaged from thecontrolling system. In case there are more than two motor-cars in thetrain the arrangement of circuits with reference to the contactpieces64, 65, and 66 may be such that any specific motor-car or number of suchcars may be included in or excluded from the controlling system bysuitable manipulation of this switch.

Referring now to Figs. 7 and 8 in connection with the structural detailsshown in the preceding figures, the controller pawl-andratchet mechanism68, operating and releasing cylinders 69 and 70, reversing-cylinder 71,circuit-breaker 72, electromagnets 69, 70", 71, and 72, pipeconnections, and valves operated by such magnets may be substantiallythe same in construction and arrangement as the corresponding parts setforth in the Westinghouse patent hereinbefore referred to.

ling-switch is connected to the corresponding cylinder of the othercontrolling-switch of ferred to, except that the arrangement and use ofthe valves and magnets for the releasing-cylinders of the controller andcircuitbreaker are such that the releasing mechanism becomes operativewhen the circuits of the electromagnets are inoperative either by reasonof the interruption of such circuits or by reason of the failure of thebattery or batteries, as will be hereinafter more fully described. Thetrain-pipe 73, engineers valves 7%, pumps 75, main reservoirs 76,auxiliary reservoirs 77, brake cylinders 78, supplemental reservoirs 79, and the piping between such apparatus, the operating and releasingcylinders 69 and 70, the reversing-switch cylinders 71 of thecontroller, the cylinders of the circuit-breaker 72, and the othercooperating parts not specifically illustrated are or may besubstantially the same in construction and arrangement as thecorresponding parts in the Westinghouse patent before re- The cylinder 5of each controlthe same car, if there be one at each end of the car, bya pipe 80, as indicated in Fig. 7, and this pipe is connected to theoperating-cylinder by means of a branch pipe 81. In the same manner thecylinders 6 of the controlling-switches on each car are connected by apipe 82, and this pipe is connected to the releasing-cylinder 70 by abranch pipe 83. The pipes 81 and 83 are respectively connected to theoperating and releasing cylinders of the controllers in front of thenormal positions of the pistons and at such points that they willreceive air only when the respective pistons have completed theirstrokes.

In order that the current to the motors may never exceed a certainpredetermined amount, I propose to locate in the branch pipe 81 a valve84, such as is shown in-Fig. 9. The partition-wall or diaphragm 85 inthe valve-casing is provided with a valve-opening 86, a similar opening87 being provided at the upper side of the double-ended valve 88. Theextension 89 above the opening 87 is provided with one or moreexhaust-openings 90, leadingtotheatmosphere. Thedouble-headed valve 88is of such dimensions that when its upper end is seated in the upperopening 87 the lower opening 86 will be .uncovered,

and vice versa. The lower end of the stem 91 of this valve is connectedto a cup-shaped block 92, within which is located a coiled spring 93,which tends to hold the valve in its upper seat, and thus insures a freepassage for the air from the operating-cylinder to the cylinder 5 of thecontrolling-switch, the connection from the operating-cylinder being at846 and that from the the cylinder 5 of the controlling-switch being at84:". Mounted on the top of the valve-casing is an electromagnet 94, thecoil of which is connected in shunt to the field-magnet windings 95 ofone of the motors, as. is indicated in Fig. 14. The winding of thismagnet might be connected in shunt to a special resistance inserted inthe circuit with one motor or by passing a few turns in the circuit fromone motor around the core. The method indicated is, however, regarded aspreferable, since it permits of the use of standard magnets and does notrequire any extra resistance. In order to reduce the insulation strainsof the magnet-windings, this connection should be made at the groundedside of the circuit. The magnet and its armature may be of theconstruction illustrated in the Westinghouse patent, the armature beingconnected to the upper end of the valve by means of the valve rod orstem 91, so that when the current to the motors becomes excessive themagnet will draw down its armature and the valve will be seated in theopening 86 of the partition 85, all connection between theoperatingcylinder and the controlling-switch cylinder being thus cutoff. At the same time the upper opening 87 will be uncovered, so thatcylinder 5 may exhaust into the atmosphere. This will prevent furthermovement of the controller-drum until the current is reduced to such adegree that the force of the spring 93 overcomes the pull of the magnet.In order to preclude any on movement of the controller-drum whenpressure is applied to the piston of the releasing-cylinder and toinsure the return of the operating-pawls to their initial positions, Iprovide a means for either interrupting the electrical circuit of themagnet of the operating-cylinder or a means for directly cutting on airfrom such cylinder and exhausting any pressure that may be containedtherein. The first form of deviceis illustrated in Figs. 10 and 12, inwhich the casting 96, constituting the heads for the operating andreleasing cylinders at one end, is provided with valves and withsuitable passages leading from the valve-chambers to the respectivecylinders. The head of the releasing-cylinderis provided with avalve-chamber 96 (see Fig. 11,) in which is located a valve 97, and witha passage 98, leading from one end of chamber 96* to the magnet-valvechamber, with a passage 99 leading from the opposite end of thevalve-chamber 96 to the brake-cylinder and with an intermediate passage100 leading directly to the releasing-cylinder. It will'be seen that ifair is admitted to passage 98 from the source by reason of the actuationof the magnet-valve the valve 97 will be thrown to the other end of thechamber 96 from that in which it is shown in Fig. 11, and thus close thecommunication with the brake-cylinder and open that with thereleasing-cylinder. If, on the other hand, the brakes are thrown on, theair from the brake-cylinder will throw the valve into the position shownin Fig. 11 and communicate directly with the releasingcylinder. Thefeatures shown in Fig. 11 do not difier materially either in structureor function from the corresponding portion of the apparatus of theWestinghouse patent hereinbefore mentioned. The head of thereleasing-cylinderis also provided with a supplemental cylinder 101, inwhich is mounted a piston 102, that is normally forced to itsinnermostposition by means of a coiled spring 103, which surrounds its stem 104:.The outer end of the stem is provided with a circuitclosing piece 105,suitably insulated from the rest of the stem. This circuit-closing piece105 is arranged to make contact with two spring-terminals 106 whenbrought into the position shown in Fig. 12. These spring-ten minals areconnected in the main battery-circuit leading to the magnet of theoperatingcylinder of the controller, and since the supplemental cylinder101 is in open communication with the releasing-cylinder as soon as airis admitted to the releasing-cylinder the piston 102 will be forcedoutward against the action of the spring 104, and consequently thecircuit-closing piece 105 will be moved away from the spring-terminals106, and the circuit of the operating-cylinder magnet be thus opened.There is no possibility, therefore, of any positive movement of thecontroller-drum so long as suificient pressure remains in thereleasing-cylinder to overcome the action of the spring 103, and,furthermore, the operating-piston is necessarily returned to and held inits initial position. As soon as the pressure is withdrawn from thereleasingcylinder, however, the spring will force the piston inward,bringing the circuit closing piece into position to bridge the spacebetween the spring-terminals.

Instead of employing a device like that just described for interruptingthe circuit for the operating-cylinder magnet I may employ the deviceshown in Fig. 13, in which a suitable casting 107, which may be mountedupon the controller-head in any suitable position or constitute a partof it, is provided with a cylinder 108, in which is mounted a piston109, the outer end of the cylinder communica' ing, by means of a passage110, with the releasing-cylinder and the other end communicating withthe atmosphere by an exhaust-port 111. The valve-chamber of theoperatingcylinder magnet communicates with chamber 112 by means of aport or passage 113, and the chamber 112 communicates with theoperating-cylinder by means of valve-opening 115, valve-chamber 116, andport or passage 117. The opening 115 is normally uncovered, the valve118 being mounted upon a stem 119, one end of which is either connectedto or rests against the piston 109 and the other end of which is pressedin the direction of the piston by means of a coiled spring 120. Whenairpressure is admitted to the releasing-cylinder, it passes through thepassage 110 into the cylinder 108 in front of the piston 109, and forcesthe same rearwardly sufficiently to seat the end of the valve 118, andthus close the opening 115, and at the same time unseat the other end ofthe valve and so provide an exhaustpassage from the operating-cylinderthrough magnets for the circuit-breaker and controller-releasin gcylinders are in all essential particulars like the corresponding partsshown in Fig. 9. It will be observed that either of these means,suitably modified, if desired, to comply with any conditions found inactual manufacture or service, may be employed effectively for thepurpose of preventing positive operation of the controller, andconsequently the starting of the motors and the train, during the timethat air-pressure is applied to the releasing-cylinder and piston. Itwill also be seen that by this arrangement it is impossible to obtainsufficient air-pressure in the releasing-cylinder to return thecontroller-drum to its off position without at the same time exhaustingthe air from the operating-cylinder. It thus necessarily follows thatthe operating-pawls are retracted to the position where they will bedisengaged from the ratchet-disks. It follows, therefore, that wheneverthe releasing-cylinder is supplied with air-pressure, either by theaccidental interruption of the battery-circuit, the failure of thebattery,or the application of the brakes, the operating-cylinder will beexhausted and the operating-pawls retracted, thus precluding anypossibilityofa locking action between the pawls and the disks and aconsequent disturbance and disarrangement of the system.

The operation of the system may be briefly stated as follows: Assumingthat there is sufiicient air-pressure in the supplemental IIO reservoirof each car to operate the controller or controllers of that car andthat the battery y of each car is in working condition, theoperating-handle of the controlling-switch is moved to either position aor position a, ac-

cording to the direction of movement desired,

a sufficient pause being made at this point to insure the operation ofthe reversing-switch in case the direction of movement of the handle isdifferent from that last made. Then movement is quickly made to position0 or position c, as the case may be, the circuits being new such thatthe operating-cylinder magnet will be energized by current from thebattery y, thus admitting air to the operating-cylinder, andconsequently moving the controller-drum one step. If thereversing-switch is already set in the right position, theinitialmovement of the controlling-switch handle may be quickly made to eitherposition 0 or to position c without pausing at position a or position a.\Vhen the operating-piston completes its stroke, air passes through thebranch pipe 81, pipe 80, and the opening 15 in, the diaphragm 14c to thechamber 13, where it will act upon thepiston 7 to force it, andconsequently the pawl, upward. Since the spring 12 at the same timemoves the pawl into engagement with the disk 27 the latter will be movedone step, and the indicator-plate and rack-bar and piston 22 will alsobe moved one step. This movement of the parts will serve to break thecircuit of the operating-cylinder magnet. The supply of air will be thusout 01? from the operating-cylinder, and the supply of air alreadytherein and also in the cylinder 5 of the controlling-switch will beexhausted in termined by means of the diaphragm 14, the

hole therethrough being made of such size as .nullllnsurejhe rate ofacceleration desired When it is desired to stop the car or tra n,

the operating-handle may be returned to the off position by themotorman, or, if released, it will be returned to the off positionautomatically by one or the other of the springs 56. It will thus beseen that even though the motorman should become incapacitated from anycause the system will automatically provide for stopping the car ortrain. \Vhenever it is desired to operate the car or train at a uniformspeed for any material length of time, whether the speed be a minimum, amaximum, or an intermediate one, the controller-handle is moved backwardto position b, the circuit of the bperating-cylinder magnet being thusopened and the rotation of the controller-drum being thereforediscontinued.

Referring particularly to Fig. 8, I- have indicated twocontrolling-switches A and B, one of which is shown at the right end andthe other at the left end of the figure. The drum of each switch isshown as developed into a plane and as provided with contact strips orplates h 10,1, and m on one side for engagement with one set 43 ofcontact-fingers, severally designated as g, g, g g and g and provided atthe other side with plates 72,19, q, r, and 8, arranged to cooperatewith the other set 42 of fingers, severally designated as f, f, f f andf Corresponding parts of both controlling-switches are the same inconstruction and arrangement and are designated by the samereference-letters. Each set of contact-fingers is shown as in position00 with reference to the corresponding drum, and in this position thecircuit connections are as follows: Connection is made between fingers fand g by means of the plates on and s and the connection d between themon the drum, which results in so connecting the operating-mag- -nectionsbetween these plates.

net 69 with the circuit between the two conto disarrange the controllingsystem by any possible manipulations of any part of thecontrolling-switch. In position 0 battery-finger g is in contact withplate 72, and plates h, 1, mp, q, and z' are charged through the con- Inthis position the finger g is also in contact with plate h, whereby theelectrical circuit to the releasing-magnet 7 2 of the circuit-breaker isclosed and the air-pressure consequently exhausted from its cylinder andthe breaker opens. In

this position fingers g and g are also in contact with plate k, whichresults in closing one of the circuits through the cut-out switch andputting the same into operative condition.

Position a is the same as position 0, except that finger fis in contactwith the plate 19 and fingrf is in contact with plate q, the formerconnection closing the circuit to the magnet of the reversing-cylinder,which sets the reversing-switch on the controller in the direc-.

tion for forward movement of the car, and the latter connection closesthe circuit to the magnet of the releasing-cylinder,whereby theairpressure from this cylinder is exhausted,leaving the controller in acondition for positive movement of the drum. Position b is the same asposition a, except that finger f is disengaged from plate so that theaction of setting the reversing-switch is stopped. Position c is thesame as position b, except that finger f is in contact with plate q,whereby the circuit through the cut-out switch 63, 64, 65, and 66 andthe automatic accelerating-switch 19) 20 to the magnet of the operating-cylinder is closed, resulting in turning the controller on oneor more steps. Positions a, b, and --c are the same as positions a, b,and 0, except that in position -a, finger f is in contact with plate n,which results in closing the circuit to that magnet of thereversing-cylinder which sets the reversing-switch of the controller forbackward movement of the car. Assuming that the train is controlled bysome other controllingswitch than those on the given car indicated inFig. 8, the current for controlling said car is supplied through thecircuit-wire t to fingers g f gf of switch B and fingers f and g ofswitch A to the operating-magnet of the controller. If the train iscontrolled from controlling-switch A, switch B being left in position x,the current for controlling the car is supplied from the switch-drumthrough IIO finger f contacts 63 60, and finger g of switch A to themagnet of the operating-cylinder of the controller and through finger fcontacts (55 63 (34, fingers g and g and circuitwire 25 onto other carsof the train. With this arrangement it is evident that the operator mayinterrupt the circuit to contact 64 or to contact 66 by a manipulationof contact-arm 63, as described above. If the train is to be operatedfrom controlling-switch B, switch A being in position x, the circuit isfrom the drum through finger f contacts 65 63 G6, and finger g of switchB, and fingers f and g of switch A to the magnet of theoperating-cylinder of the controller and through fingers f contacts 65G3 64, fingers g and g of switch B, and circuit-wire t to the other carsof the train.

The means for preventing an undue rush of current to the motors hasalready been described, and its operation will therefore be understoodwithout further description. The means for automatically operating thecircuit-breaker and operating the releasing-cylinder from the brakecylinder when the brakes are applied are substantially the same as inthe \Vestinghouse patent hereinbefore referred to and need not thereforebe herein described in detail.

In Fig. 15 I have shown a modified means for eifecting the applicationof air-pressure from the brake-cylinder to the releasing-cylinder of thecontroller or to that of the circuit-breaker, or both, when the brakesare applied. In this modification the air from the brake-cylinder passesby pipe 122 to a cylinder123, in which it acts upon a piston 124 andmoves the same against the action of a coiled spring 125. The stem 126of piston 124 is provided with a conducting-piece 127, that normallybridges the space between contact-terminals 128 of the circuit of thereleasing-magnet 129 when no force is opposed to the action of spring125. It will be understood from the description of the operation of thereleasing apparatus already given that when the circuit of magnet 129 isbroken air will be admitted to the cylinder controlled by it, and thecontroller-drum or the circuitbreaker, as the case may be, will beactuated to open the motor-circuit.

In the modificationshown in Fig. 16 the circuit of the releasing-magnet129 is also provided with contact-terminals 128, with which cooperates acircuit making and breaking piece 127. In this case, however, the piece127 is supported by a solenoid-core 130, the solenoid 131 being includedin circuit with an electric-brake magnet 132, so that when the electricbrakes are applied the current of magnet 129 will be broken.

In Fig. 17 a circuit breaker or controller 133 is normally held inposition to maintain the power-circuit 134 closed by a magnet 129, butis released so as to be moved to the off or inoperative position by anysuitable means when the brake is applied, the circuit of the magnet 129and the means for making and breaking it being the same as thecorresponding parts shown in Fig. 16. The same result might be effectedby other means, and I therefore desire it to be understood that themeans shown are intended to merely illustrate devices suitable for thepurpose. It will also be understood that the means shown in any one ofFigs. 15, 16, and 17 for interrupting the circuit of magnet 129 or themagnet 129 may be so constructed and arranged as to break the circuit ofthe operating-cylinder magnet or the circuits of any number of thevalve-actuating magnets of the system in order to render thepower-circuit inactive as soon as the brakes are applied. In fact, thearrangement may be such as to eitect any change of governing-circuitsthat willrender the power-circuit inactive.

WVhile I have illustrated and described specific details ofconstruction, I desire it to be understood that my invention is not tobe construed'as limited to such details any further than the same may bespecified in the claims.

I claim as my invention 1. In a train of cars comprising a plurality ofmotor-cars, each of which is provided with a controller, the combinationwith fluid-pressure-actuated mechanism for operating such controller,electromagnetic means for governing and controlling the application offluidpressure to each of said operating mechanisms, a governing devicecomprising a manually-operated switch and an automatic switch,

air and electric conductors, respectively connecting thefiuid-pressure-actuated mechanism and the electromagnetic governingmeans of the controller with the governing device, whereby astep-by-step movement of the controller-drums in substantial synchronismis automatically effected when the manuallyoperated switch is closed.

2. In a train of cars comprising a plurality of motor-cars, each ofwhich is provided with a controller, the combination with afluid-pressure-actuated means for operating each controller, ofelectromagnetic means for governing and controlling the application offluidpressure to said operating mechanism and a governing device locatedat a point remote from said controllers and provided with operatingdevices and connections for automatically effecting a step-by-stepmovement of the controller-drums when the circuit of the electromagneticgoverning means for the controllers is closed.

3. In a controlling system for electric mo tors, the combination with aplurality of controllers for such motors, of fluid-pressure-actuatedmechanism for operating said controllers step by step,electromagnetically-operated valve mechanism for governing theapplication of air to the operating mechanism of said controllers, and agoverning device for making and breaking the circuits of theeleetromagnets of the system, said device embodying a means operated byair from the IlO controller mechanism at the completion of each movementstep of the controller-drums, to break the circuit of the electromagnetsof the controller-operating cylinder.

4. In a controlling system for electric motors, the combination with aplurality of controllers forsuch motors,of fiuid-pressure-actuatedmechanisms for operating such controllers, electromagnetically-actuatedvalves for controlling the application of fluid-pressure to suchmechanisms, and a governing device provided with a manually-operatedswitch,

means for automatically effecting a step-bystep movement of thecontrollers and means for automatically returning the switch toopen-circuit position when released by the motorman.

5. A controller for electric motors, in combination withfiuid-pressure-actuated means for operating it step by step from theposition corresponding to zero-speed to the position of maximum or someintermediate speed of the motor or motors, means actuated byfluidpressure for eflfecting the return of the controller-drum to theoff position, electromagnetic mechanism for controlling the applicationof fluid-pressure to the mechanism for both operations, and a governingdevice embodying a manually-operated switch for making and breaking thecircuits of the electromagnets of the system, automatic means forinsuring a step-by-step movement of the controllers and means forautomatically effecting the return of the governing-switch toopen-circuit position when released by the motorman.

6. In a controlling system for a train of electrically-propelled cars,the combination with a plurality of controllers, each having mechanismactuated by fluid-pressure for operating it, of a governing devicecomprising a manually-operated switch forinsuring an initial movement ofthe controllers and a means for automatically insuring a step-by-stepmovement of the controllers of the system in synchronism so long as theswitch is maintained in its closed-circuit position.

'7. Ina controlling system for a train of electrically-propelled cars,the combination with a plurality of controllers, of mechanism actu atedby fluid-pressu re for operating each controller, and a governing devicecomprising a switch movable manually to circuit-closing position andautomatically effecting the application of fluid-pressure to thecontrollers, so that all will be operated synchronously step by stepwhen the manuallyoperated switch is in circuit-closing position.

8. Inacontrolling system fora train of electrically-propelled cars, thecombination with a plurality of controllers, of mechanism actuated byfluid-pressure for operating each controller, and a governing devicecomprising a switch movable manually to circuit-closing position andautomatically to circuit-breaking position and embodying also means forautomatically efiecting the application of fluid-pressure to thecontrollers so that all will be operated synchronously step by step whenthe manually-operated switch is in circuit-closing position.

9. In a controlling system for railway-trains comprising one or moremotor-cars, controllers therefor and fluid-pressure-actuated mechanismforoperating each controller,electromagnets and valves for governing andcontrolling the admission of air to the controlleroperating cylinders,in combination with a governing-switch having an indicator, electriccircuits including the said magnets and said governing-switch, and airconnections between the controller-operating cylinders and thegoverning-switch whereby the indicator is automatically moved one stepas each movement step of the controllers is completed.

10. In a controlling system for a train of electrically-propelled cars,the combination of a plurality of controllers and mechanism actuated byfluid-pressure for operating each controller, of electromagnets fordirecting and applying the fluid-pressure, a governing devicehavingacircuit-closing member manually operated in one direction andautomatically in the other, means operated by air from thefluid-pressure cylinders of the controllers when they have completed onestep for breaking the circuit of the operating-cylinder electromagnet. 1

11. In an electropneumatic controlling system for electric motors, thecombination with one or more controllers, of flnid-pressure-actuatedmechanism for operating the same, a governing device having bothelectric and pneumatic connections with the controlleroperatingmechanisms, anormally open valve interposed in the pneumatic connectionbetween the controllers and the governing device and an electromagnetconnected to the motor-circuit, and serving, when the current to themotors exceeds a predetermined limit, to actuate the said valve so as tocut off air communication between the controller-operating cylinders andthe governing device and exhausting the operating-cylinderof such deviceinto the atmosphere.

12. In a controlling system for railway-motors, the combination withacontroller and fiuid-pressure-actuated means for operating suchcontroller, of an electromagnetically-actua-ted valve for governing anddirecting the application of the fluid-pressure, a governing deviceprovided with an air-cylinder and piston for breaking the circuit, aconnection between the governing-device cylinder and the controlleroperating cylinder, a normally open valve in said connection, and anelectromagnet connected in shunt to the fieldmagnet windings of one ofthe motors of the system and serving to close said valve when IOU thecurrent to the motors exceeds a predetermined limit.

13. In a controlling system for railway-mo- 4 tors, the combination withone or more controllers and fluid-pressure-actu ated means for operatingsuch controllers, of electromagnetically-actuated valves for governingand directing the application of fluid-pressiu'e, a governing deviceprovided with an air-cylinder and piston for breaking the circuit of theoperating-cylinder magnets, a connection between the governing-devicecylinder and the controlleroperating cylinder, a normally open valve insaid connection, and an electromagnet connected in shunt to thefieldmagnet windings of one of the motors at the grounded side of thecircuit and serving to close the valve so as to cut off aircommunication between the controller-operating cylinder and thegoverning-device cylinder when the current to the motors exceeds apredetermined limit.

14. In a controller for electric motors, the combination with operatingmechanism actuated by fluid-pressure to effect a step-by-step movementof the controller-drum in one direction, valves for controlling anddirecting the application of fluid-pressure to said mechanism,electromagnets acting, when energized, to so move the valves as to applyfluidpressure to the operating mechanism, means actuated byfluid-pressure to returnthe controller-drum to its zero or off position,valves for controlling and directing the application of suchfluid-pressure, electromagnets acting upon said valves, when energized,to exhaust the fluid-pressure and, when deenergized, permitting thefluid-pressure to effeet the return of the drum to its off position.

15. In a controlling system for electric m0- tors embodying one or morecontrollers, the combination with fluid pressure actuated mechanism formoving each controller step by step, and fluid-pressure-actuatedmechanism for returning the controller drum to oif position, of valvesand controlling-magnets for directing and applying fluid-pressure tosaid actuated mechanisms, and means operated by the fluid-pressure thatis applied to the controller for returning it to ofif position, torender the step-by-step mechanism inoperative.

16. In an electropneumatic controlling system for electric motors, thecombination with a controller, of fluid-pressure-actuated mechanism formoving the controller step by step in onedirection,electromagnetically-actuated valves for controlling theapplication of fluidpressure to such mechanism, fluid-pressureactuatedmechanism for returning the controller-drum to oif position, valves andcontrolling-magnets for governing the application of fluid-pressure tosuch mechanism, and a valve device actuated by the app1ication offluid-pressure to the mechanism for returning the drum to ofi position,to render the actuating mechanism for the step-bystep movementinoperative.

17. In an electropneumatic operating and controlling system forrailway-vehicles, the combination with the power-circuit,of a brakesystem, electrically-governed means for making and breaking said circuitand means connected with the brake system whereby the application of thebrakes serves to so afiect the governing-circuit as to render the power-'circuit inactive.

18. A synchronizing device for electropneumatic controlling systemscomprising a circuit-closing device for each electromagnet or for eachset of corresponding magnets in the system, and means for automaticallybreaking the controlingcircuit at each movement step of the controllers.

19. In an electropneumatic controlling system for railway-vehicles, thecombination with a controller and pneumatic means for operating it, ofelectromagnetically-actuated valve mechanism for governing saidoperating means and a governing device operated pneumatically from thecontroller and serving to break the circuit of the governing-m agnet ateach operation.

20. A governing and indicating device for electropneumatic systems ofcontrol comprising a casing having a sight-opening, an indicator-plate,a ratchet-disk and a pinion to which said plate is connected, apneumatically-actuated rack and a pneumatically-actuated pawl forrespectively engaging said pinion and said ratchet-disk and means foradjusting the rate of movement of said pawl.

21. A governing device for electropneumatic controlling systemscomprising station= ary contact-terminals, a circuit making and breakingpiece, a piston and cylinder for operating said circuit making andbreaking piece, the inlet end of the cylinder being provided with aremovable diaphragm having an opening the size of which determines therate of making and breaking the governing-cir cuit and consequently therate of acceleration of the car or train under control.

22. An operating and controlling system for cars or trains of cars,embodying motors, con trollers, and circuit-breakers, operating andreleasing cylinders for the controllers and for the circuit-breakers,fluid-pressure connections and electromagnetically-actuatedgoverning-valves for said cylinders, a governing device and connectionsarranged to supply pressure to the operating-cylinder and to exhaust thereleasing-cylinders when the governing-magnets are energized and viceVersa.

23. A governing device for electropneumatic controlling systemscomprising contactterminals in the governing-circuit, a cooperatingcontact member, a pneumatic means for actuating said memberintermittingly to break the governing-circuit and means for adjustingthe frequency of said governingcircuit breaks.

24. In an electropneumatic controlling system for electric motors, oneor more controllers, a governing-circuit therefor, an intermittingly-operating make and break device I breaking position andmeansfor returning for said circuit and means for adjusting the saiddevice to circuit-making position when frequency of the make and breakmovements. the pneumatic pressure is withdrawn.

25. In an electropneumatic controlling sys- In testimony whereof I havehereunto sub- 5 tern for electric motors, one or more controlscribed myname this 9th day of January, 1'5

ERNEST R. HI'LL.

lers and means for applying pneumatic presl A. D. 1900. sure to operatethe same, in combinationwith I an electric governing-circuit having amake and break device, means actuated by pneuzo matic pressure to movesaid device to circuit- Witnesses: W. SUMNER SEITER, WESLEY G. CARR.

